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Donno about which being more advanced.
The old Dual VVTi Altezza produce some 210hp (6MT) from 2L with 21kg.m torque. That is nearly a Honda "R" engine spec.
The new Dual VVTi V6 2.5L in the Mark X (6AT) does 212hp from 2.5L but had 26.5kg.m torque at just 3800rpm.

Actually toyota just need to put the 1.8L VVTLi from the SS2 Celica into the Corolla and the thing will also fly.

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eh dual vvt-i means cam phasing in both intake and exhaust valves...

i-vtec in the k block integra type R engine uses cam phasing only on the intake but has cam changing ( the traditional vtec where there is a wild cam ) thingy.. same concept as the vvtl-i.. the rest of the i-vtec i not so sure...

both are good.. but for everyday driving there is no really need for a wild cam..

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Donno about which being more advanced.The old Dual VVTi Altezza produce some 210hp (6MT) from 2L with 21kg.m torque. That is nearly a Honda "R" engine spec.The new Dual VVTi V6 2.5L in the Mark X (6AT) does 212hp from 2.5L but had 26.5kg.m torque at just 3800rpm.

Actually toyota just need to put the 1.8L VVTLi from the SS2 Celica into the Corolla and the thing will also fly.

There's Corolla XRS in USA with 2ZZ-GE engine but tuned to 170bhp only. on Celica GT-S/SS2 is 190bhp. add in toyota supercharger it will be bout 215bhp. adding blitz supercharger can go till like 270bhp.

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Sigh! So many fancy terms, what wild cams lah ....what lift control.

Pls lah dun confuse readers can or not?

high rpm the air intake valves will move deeper to allow more air to enter the combustion chamber (i.e when ECU detect more air hence add more fuel to produce more power). The idea is to let in more air into the combustion chamber.

But there's a limit, the cams (shaft with offset lobes) cannot move the valves too deep or else they will hit the piston head.

It's the same concept which u learn in secondary sch on combustion nothing fancyful like u guys mentioned. More air + more fuel + ignition = bigger combustion.

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I can still remember the advert where the sheep out run the race horse.

I think the main problem with the VVTLi and wild cams vtec is that the power and torque come in (shiok feeling) at rather high rpms (5-6k) That is like the redline for a regular car. Quite tiring to drive like that day in day out.

Cam-Changing VVTFor eg, Honda VTEC, basically, it use the intake camshaft to vary the timing of valve. For 3 stage Honda VTEC, low RPM, 1 intake valve is open. Medium RPM, rocker arm connect both intake valve. High RPM, rocker arm will open both valve for a longer period. All this happen during the intake phase.

Cam Phasing VVTFor eg, Toyota VVT-I or BMW Vanos. Basically, otto cycle engine comprised of 4 cycle, intake, compression, explosion & exhaust. B4 VVT, all these cycle operate independantly. Under Cam Phasing VVT, there will be overlapping between this cycle. Under this set-up, Cam Phasing VVT, can be implemented in either intake valve only or both intake/exhaust.

For intake valve only, during compression cycle, intake valve do not close up until piston reach certain angle. This allow more air into combustion chamber to achieve a leaner burner. This is the basic set-up for Toyota VVT-i. The i (stand 4 intelligence) allow ECU to vary the timing of intake valve depending on engine load & other factors.

For intake/exhaust, compression cycle is the same as intake valve. The only difference is that exhaust valve continue to open during intake cycle. This is the basic set-up for Toyota dual VVT-I and BMW double vanos.

Cam-changing + cam-phasing VVTIt combine both technology during intake cycle, which allows more petrol into combustion during high RPM. This is found in Honda I-VTEC & Toyota VVTL-I. However, honda I-VTEC toward lean burning. The reason Toyota VVTL-I is not as powerful as Honda VTEC is the component used. If Toyota Celica using VVTL-I upgraded to TRD engine parts, power output will increase from 180HP to 200HP. Do rem that Toyota celica is 1.8L